Railway-traffic-controlling apparatus



Dec. 22,1925. 1,566,334

R."A.M.CANN

RAILWAY TRAFFIC cbwraommewmnmus Filed Nov. 1925; "I2 Sheets-Sheet 1 Fig.1.

In terlocked with Lever/ INVEN'IOR l Vest Deb; 22 1925- R. A. M cANN RAILWAY TRAFFIC- CONTROLLING" APPARATUS Filed Nov. 10, 195;

2 Sheets-Sheet 2 INVENTORZ fl-CL- Wm Patented Dec. 22, 1925.

UNITED Romania 5.. ti oen'n', or SWISsVALE. rENnsYLv n'I'A, nsszenoit 'ro rHn UNIoN.

swrrone SIGN L COMPAKY, on svrrssvntn; PENNSY VANIA,- A oonroRA'rioN or PENNSYLVANLA.

R ILwAY-rRAF'FIc-ooNTRo LI'isfeg Arl'P n 'riis.

Application filed. November 1e, 1 2a serial no. 674,058.

My invention relates to railway trafiic con-- troliing apparatus. and'particu'larly-to apparatus oi' the type co'n'iprising; train carried governing apparatus controlled by energy received from the traclrway, More particularly my present application rciate'sto the traclnvay portion oi such apparatus.

I Will describe one {OTB}? and arrangement oirailway tra'fiic controlling apparatus em: bodying my invention, and will then point out the novel features thereof in claims.

In the accompanying clra\vinpj.-Figs. 1 and 2, when placed end to end With 1 on the left, constitute a diagrammatic" view showing one form of tr'ackway apparatus ei'nbodying' my inx' ention.

Referring to these drawings, the reference characters 1 and 1 designate the track rails of a railway overwhich trail-"1c normally moves in both. directions. These rails are divided.- by means oi insulated iointsQ, into a plurality of successive sections, A B, B-Q, C D, D'--E,- EF, etc. Located ad jacent each end of each such track section is a traclstra11siornier here: designated by the reference character M With a suitable'distinguishing exponent. The secondary 93 of each such tracktransformer M is constantly connected across the rails of the associated Tr'aflio overthe portion of track betweenpoints A and E iscontrolicd from an" inter-' locking"? station, designated in generalthe re terencecharacter X and located adjacent the section aii-di trafi' 'c; over the; portion of; track to the left: oft point B is controlled by an lIltEYlOGl-I5lfl StBitiDilqY located adjacent setidligi i B-i Trafli'o from; W'esttoeastov'e'r thastreteh oi track-shownthe" drawing s governed by track signelefl i and-W Whereas-trams form east to West over this stretch of track is governed by signals W and VV These signals may be of any convenient form and as here shown are manually controlled semaphore sigl'ials, each comprising a semaphore blade capable of assuming two distinctive positions in which the signal displays a proceed or a stop indication.

Signals and VV arecontrolled from station X, thiscontrol being accomplished as shown in the drawing by means of, a manually operated lever 13. When this lever is in its left-hand position anoperating circuit for signal W is closed and currentv flows from a suitable source of-energy, such as a battery 12, through lever 13, contact 17. Wire 18', operating mechanism ofsig'nal W wire 19 and back to battery 12, thus causing" signal to indicate proceed. If the operator Wishes to clear signal W he moves lever 13 into its-.fightharid position, thus closing the operating circuit for signal W and current flows from battery 12 through lever 13', contact 14 Wire 15, operatingmechanism of signal W and Wire 16 back tobattery 12. When this circuit is closed; signal WV indicates proceed. Iflever 1-3 is moved to an intermediateposition as shown in the drawing the operating circuits for signals W and W are both opened and these signals both indicate stop. It will also be noticed that'vvhe'n either otthe two'opposing signals controlled by lever 13 indicates proceed, the other indicates stop. Signals W 'andl/V are supplied With current from battery 20 and controlled by lever 2ilocated at point Y in a manner similar to the control of signals \V and VV' by lever 13.

The direction of; traffic over the portion of track shown in thedrawing, is controlled by manually operable switches K and Y''. located atstations X and Y, respectively. Referring particularly to station X, switch K comprises a. bar-22 operati'vely connected With two pivoitedf levers; 23* and 2st a locliirig' segment" 25: When switch K} is in itsleftandfposit ioli as shoivntghedra w ing lever 24 engages-contact 29. Vvhe'n the 22' i'sdniove d' toits reverse? righ and posit-ion, lever 24:} ngags contact and-f lever 23 engages: contact 28; electriclock 27" is provided with ana'rmature- 26 arranged to engage a dog 25 or isegment 25 at U when the lock is tie-energized but to disengage this dog when the lock is energized. The locking segment 25 and the armature 26 are so proportioned and so disposed that switch K can be moved from either extreme position only when lock 27 is energized.

The switch K is also interlocked with lever 13 by means forming no part of my present invention and omitted from the drawing for the sake of simplicity, in such a manner that switch K may be operated to change the direction of traffic over the stretch which it governs only when lever 13 is in its intermediate position, thus insuring that both signals and it are at stop.

Switch K located at point Y is controlled in the same manner as just described for switch K and is interlocked with lever 21 so that switch K may be operated to change the direction of trafic through the stretch of track which it governs only when signals VI and are both at stop.

Located adjacent the junction of each two adjacent track sections is a line transformer designated by the reference character N with an exponent corresponding to the location. The primary of each such line transformer is constantly supplied with alternating current from a suitable source of energy, such as an alternator Q, over line wires 3 and 3.

Located at each of the points B, C, D and F is a directional relay designated by the reference character G with an exponent corresponding to the location. Two similar directional relays H and H are located at point A, and two other similar directional relays H and H are located at point E. Relays H G G G and H are controlled in cascade by switch K in the following manner \Vh'en switch K is moved into its righthand or reverse position a circuit is closed for relay H over which current flows from secondary 9 of line transformer N through wires 31 and 32, lever 23 and contact 28 of switch K wire 33, winding of directional relay H", wires 34 and 36 back to secondary 9 of transformer N This circuit is closed only when switch 12? is in its reverse position under which condition relay H is en ergized. The energization of relay H closes a circuit for relay G and current flows from secondary 9 of transformer N through wires 37 and 38, front contact 39 of directional relay H wire 40, winding of relay G and wires 41 and 36 back to secondary 9 of transformer N Relay G is controlled by relay G and relay G in turn by relay G in the same manner as .just described for the control of relay G by relay H. When relay G becomes energized circuit is closed which passes from secondary 9 of transformer N through wires l2 and 43, front contact l i of relay G wire 45. winding of relay H and wire 36 back to transformer l It will thus be plain that when switch K is reversed, relays H, G, G, G and H are successively energized, and that if switch K is then returned to its normal or left-hand position, these relays will be successively de-energized. Relay H' and other directional relays associated with the track to the left of point A and not shown in the drawing are controlled by switch K and relays H G and other directional relays associated with the track to the right of point F are controlled by a switch similar to K in a similar manner.

A track relay designated by the reference character R with an exponent corresponding to the location is located adjacent the junction of each two track sections. Referring for example to relay R this relay is at times connected across the right-hand end of section C-D through a circuit which passes from rail 1 of section GD through wire 50, back contact d9 of directional relay G wire 48, winding of track relay R wire 53, back contact 52 of relay G and wire 51 back to rail 1 of section C-D. This circuit is, of course, closed only when relay G is tie-energized. When relay G is onergized, track relay E is disconnected from section C--D and is connected across the left-hand end of section D-E, and the circuit then passes from rail 1 of section D-E through wire 55, front contact 52 of relay G wire 58, winding of relay G wire 48, front contact 49 of relay G and wire 54: back to rail 1 of section D-E. The control of relay B by relay G is similar to that just explained in connection with the control of relay R by relay G Relay B is provided with a circuit which passes from rail 1 of section B-C through wire 59, winding of relay R wire 58, front contact 57, of relay G and wire 56 back to rail 1 of section BC. It follows that when relay G is energized relay B is connected across the rails adjacent the left-hand end of section BC, but that when relay G is de-energized relay R is disconnected from section BC and is therefore de -energized. The control of relay R is similar to the con trol of relay R and will. be understood from the drawing. Relay R" is at times connected with the right-hand. end of the section to the left of point A by relay H. Similarly relay R is at times connected with the righthand end of section DE by relay H.

In addition to the track relays already described a track relay O located at point X is at times connected with section ]F in the following manner:

When directional relay H is energizech track relay O is connected across the rails adjacent the left-hand end of section E 1 by means of a circuit which may be traced lUl) froin rail 1 of section EF through wire 79, front contact 80 of relayH wire 81,-

hand end of section EF, the circuit then passing from rail 1 through wire 87, back contact 86 of relay G wire 81, winding of relay wire 82, back contact of relay G and wire 88 back to rail 1 Track relay O located at Y is similarly controlled by directional relaysll and G Associated with track relay R is a re-v pester relay S is latter relay being pro vided with a circuit which passes from the :i'econdary 0 transforn'ier N througl-i wires 68 and 6,7, front con-tastes of relay R wire 69-, contact'it) of track rela 0?, Q6 wire 76, contact operated by signa wire 7%, winding of relay S and wires and T0 bac to tnnsforiner N It follows that relay S energized only when signal Vi indicates proceed and rer R is ener-- sized. A second repeat r relay S" is controlled by track relay R and by signal in the same manner just described in connection with relay S The supply of energy to the primary 78 of each track transformer M controlled. by an adjacent directional relay G or H in the following manner:

Referring for example to the apparatus located at point D, transformer M is pro- 25 vided :ith a circuit wl'iich passes from secon-dary 9 of transformer 1?, through wires 01 and 9 1, front contact of re wire primary winding T8 of transformer M and wire back to transformer N an Transformer M is provided with a circuit which passes from a secondary 9 of transformer N through wires 9% and 94, back contact of relay G wire 97, prim 'y 78 of transi' oriner hi and wire 36 back to trans- -l-i former N it will thus he plain that track circuit current issupplie-d tothe left-hand end of section D-lil by track transformer or to the right-hand end of'section C-D V t track transformer depending upon so relay i is tie-energized or enerd respecti ely. The control oftrack Q 1'15, lif l andlif and of reformers M and M will be readily erstood from the regoing. In a similar s M? and M are encrii respec y is supplied formers M and ancformers 0:1

and respec-- normal position and relay H is de-energized. Directional relays H and G are also derenergized. Under these conditions each section is supplied with track circuit current from the track transformer located adjacent its left-hand end and connected with a track relay at its right-hand end. If switches K are operated to energize directional relays H and G, each track section will be, Supplied with track circuit current over the track transformer located adjacent its right hand end and will be connected with a track relay at its left hand nd.

The electric lock 2? which controls the movements of switch K is controlled by a polarized relay B This relay comprises two windings t6 and? and two armature contacts 121 an-d127. WVinding a7 is con? stantly supplied with alternating current from secondary9 of transformer N as as; will be apparent from the drawing. When winding 4-6 is supplied with alternating current of one relative polarity, which I will term normal relativepolarity, armatures 121 and 127 are swung-to their left, or normal position. Then winding it? is supplied with current of the other relative polarity, which I will term relative poi ity, armatures12-1 and 127 are swungto'their right or reverse position. When the route is set up for tralfi from east to west, that is, when switch IQ is normal, and the portion of track between points A and E is unoccupied, ci-ilrrent of normal relative polarity is supplied to winding 4C6 of relay P over the following: circuit: from the right-hand-,terminal of winding 11 of transformer L through wire 97, back contact 98' of relay H wire 95-, contact 101, operated by signal W wire 102, front contact 108 of track relay O wire 104, back c0ntact'105 of relay G wire 100, front contact 107 of relay R wire 108,

front contact 109 of track relay t wires 1'10 and 111-, front contact 112 of track re lay R wires 113 and 118, winding 46 of relay P and wire 36 back to the left-hand terminal of winding 11 of transformer L VVh'en this circuitis closed relay P is energized in the normal direction.

When the route is set: up from west to east and the stretch of track between points A and E is unoccupied a second circuit is closed for relay P and current then flows from the left hand terminal of winding 10 of; transformer L through wire 119, front contactQS offre-layHF, wire 99, contact 101 operated bysignal V wire 102", front contact 1*0'3 of rela-y 0"; wire 104, front conta 11 5 of relay R wires 116' and 106, front contact:- 107 of relay R wire 108', front contact 109 of' relay- RP, wire 110, front contact 1170f relay H9, wire 118', win-dine; 1'6- ofre-lay P and wire 36, back to the; right L When this circuit is closed relay P is energized in the reverse direction.

Locking magnet 2'? of switch K is provided with a circuit which passes from sec ondary 9 of transformer N through wires 31 and 1 0, normal point of contact 121 of relay P wire 122,-contact 29, lever 24 of switch K wire 123, loclr magnet 27 associated with switch K and wire .24: back to transformer N Another circuit is provided for magnet 27 over which current flows from secondary 9 of transformer 1, through wires 31 and 120, reverse point of armature 121 of relay P wire 125, contact 30 and lever 24L of switch K wire 123, lock magnet 27, and wire 12 1, back to transformer N It follows that magnet 27 is energized, and hence switch K is unlocked, when relay P is ener ized in the normal direction and switch K is in its normal position, or when relay P is energized in the reverse direction and switch K is in its reverse position.-

Means are also provided for supplying to the rails of each track section in parallel a current which I shall term a local cur rent. For this purpose an impedance -l is connected across the rails adjacent the lefthand end of each section, a similar impedance 7 is connected across the rails adjacent the right-hand end of each section, and two other similar impedances 5 and 6 are connected across the rails atintermediate points in each section except section AB and section EF.

The immediate source of this supply of local current to each section is a local transformer designated in general by the reference character '1 with an appropriate exponent. Referring first to section CD, traffic from east to west through this section is supplied with local current over a circuit which passes from winding 137 of transformer T through wire 138, impedance 4; in section C-D, through both rails of the section in parallel to impedance 7, wires 139 and 139, back contact 140 of relay G wire 141, back contact 142 of relay G wire 143, front contact last of relay R and wire 145 back to winding 137 of transformer T When this circuit is closed local current of normal relative polarity is supplied to the rails of section CD throughout their length If, however, relay R is de-cnergized, local current of reverse relative polarity is supplied to section C-D between impedanccs 5 and 7 from a circuit which starts with winding 146 of transformer T and passes through wire 147, impedance 5 in section CD, through both rails of the section in parallel to impedance wires 139 and 139 back contact 140 of relay G wire 141, back contact 142 of relay G wire 143, back contact M L-of relay R and wire 148 back to winding 1 16 of transformer When this circuit is closed section 0-1) is supplied with local current of reverse relative polarity between impedances 5 and 7 but with no local current between impedances 4L and 5. Westbound traflic through section DE is supplied with local current by means of circuits similar to those just traced for section CD.

lVhen the route is set up for trafiic from west to east through section C-D, the local circuits for this section are as follows: from winding 149 of transformer T through wire 139, impedance 7 in section CD, through the rails of the section in parallel to impedance 4, wires 138 and 151, front contact 1 12 of relay G wire 141, front contact 140 of relay G wire 152, front contact 1 3 of relay R and wire 154 back to winding 149 of transformer T \Vhen this circuit is closed section C-D is supplied with local current of normal relative polarity throughout its length. Another circuit passes from winding 155 of transformer T through wire 156, back con tact 153 of relay R wire 152, front contact 140 of relay G wire 1&1, front contact 142 of relay G wires 151 and 138, impedance 4 in section CD, through both rails of the section in parallel to impedance 6 and wire 157 back to winding 155 of transformer T hen this circuit is closed local current of reverse relative polarity is supplied to the rails of section C-D between the impedances 4L and 6. The eastbound local circuits for section B-C are similar to those just explained in connection with section C D.

The relative polarity of the local current supplied to section BC for traffic from right to left is controlled by a pole-changer 160 operated by signal W \Vhen signal N is at proceed, local current of normal relative polarity is supplied to the rails of section BC throughout their length over a circuit passing from winding 158 of transformer T through wire 159, pole-changer 160, wires 161 and 161, impedance 1 in section BG, through both rails of the section in parallel to impedance 7,'wires 163 and 163, back contact 16a of relay G wire 165, back contact 166 of relay G wire 167, poleclianger 160, and wire 168 back to winding 158 of transformer T hen this circuit is closed section BC is supplied with local current of normal relative polarity throughout its length. Another local circuit is provided for section B-C which may be traced from winding 158 of transformer T through wire 159, pole-changer 160, wire 16?, back contact 166 of relay G wire 165, back contact 164: of relay G wires 163 and 163, impedance 7 of section BC, through both rails of the section in parallel to impedance 5, wire 169, pole-changer 160, and wire 168 back to winding 158 of transformer Yihen this circuit is closed, section 3-43 is supplied with local current of reverse relative polarity between impedances 5 and '7. The partial section iinmediatelyto the right of point F is provided with' local circuits similar to those associated with tion EL I w routeisset up for trafiic froin through section D'E ,thefi;elaty of the local current supplied to on is controlled by a pole-chain er \vo armatures 180 jandl'm on l y 1 local circuit passes from winding of transformer T through wire 171, front contact 172 of relay S ,wii-e 173, front contact 17% of relay H wire 175;'fi;ont contact 1T6 of relay G wires 17'? and 17S, impedance in section D-E, through both rails of the section in parallel to impedance 7, wire 179, front contact of relay S and wire 181 back to winding 1700f transformer T Another circuit passes from winding 170' of transformer T wire 171, back contact 172 of relay S wire 182, impedance 6 in section D-E through both rails of the section in parallel to impedance at, wires 1'78 and 177, front contact 1760f relay G wire 175, front contact 174 of relay H, wire 173, had; contact. 180 of relay S and wire 131 back to winding 170 of transformer h It will therefore appear that section D l'l is supplied with local current normal relative polarity throughout its length or with local current of reverse relative polarity between impedances 4 and 6, depending upon whether relay S is energized or tie-energized, respectively. p

The. p rtial section immediately to the left of point A is provided Withlocal circuits similar to those just described for section I) i v Section EF is provided with a local circuit for westbound traffic which circuit commences at winding 183 of local transformer T and passes through wires and 185, front contact 186 of relay R wire 187, impedance a in section E through both rails of the section in parallel to impedance 'z', wires 133 and 189, back contact 190' of relay G and vi to 191 back to secondary winding 183 of transformer T When section EF is prepared for westbound traliic the rails of the section are t ierefore provided with local current of normal relative polarity throughout their length or with no local currentaccording as relay is energized or de-energized, respectively. Similarly section El$ is provic ed with an eastbound local circuit from which current flows from winding 183 of transformer T through wire 184l, front *ontact of relay H wires 193 and 187, pedance l in section EF.-. through both rails of the section in parallel to impedance 7, wire 188, frontcontact 19 1 of trackrelay R and wires 195 and 191 back to winding 183 of transforn er T. It follows that when section EF is prepared for trafiio 126, reverse contact 127 of relay P wire moving from east to west the rails of the section are supplied with local current of normal relative polarity throughout their length or with no local current according as track relay RF is energized or do-energized respectively. The local circuits for secti n AB are exactly similar to the local circuits just described in connection with section EF.

Before'explaining the operation of the apparatus as a whole it should be pointed out that the ,trackway apparatus herein shown cuit current and also with local current of norinal r elatiye polarity a proceed indication is received on the train; when the portion of track occupied by the train is supplied with track circuit current and also with local current, the relative polarity of either of'which currents is reversed, the train receives a caution indication; and when thetrain occupies a stretch of track from which the supply of either track circuit on rent or local current is discontinued the train receives a stop indication.

Located at station X are two indicators 130 and 131. These indicators may be of any suitable form and as shown in the drawing are electric lamps. The circuit for indicator 130 passes through secondary 9 of transformer N through wires 31 and126, normal. contact 127 of relay P ire 128, indicator 130 and Wire 36 back to secondary 9 of transformer N. This circuit is closed only when relay is energized in the normal direction and it follows that when K is in the normal position and indicator 130 is lighted the operator is informed that switch K is unlocked and may be manipulated to reverse the: direction of tratlic from the portion of tack governed by this switch. The circuit for indicator 131 passes from secondary 9 of transformer N wires indicator 131, and wire 36 back to transformor N When switch K is in thereverse posi nomad indicator 131 is lighted the operator is informed that switch K is unlocked and that by proper manipu tion of this switch he may set up the route ror traflic from east to west from the stretch of track governed by switch K Two indicators 196 and 197 are located atpointY and are provided with circuits similar -to those provided for indicators 130 and 131 and serve to inform the operator at station concerningthe condition of the track governed by switch KY. A third indicator 132 similar in all resp'ects to indicators 196 and 197 is also located at point Y. The circuit for this in dicat'or may be traced from secondary 9 of transformer N through wires 42 and 133, front contact 134 of relay R wires 135 ant. 135 indicator 132, and wire 36 back to transformer N Indicator 132 is energized only when track relay B is energized, but track relay B is energized only when relay G is energized and section l3C is unoccupied. The condition of relay G is 111 turn controlled in accordance with the direction of tratiic for which the stretch A has been prepared by switch K When indicator 132 is lighted therefore the operator at point Y is informed that the route is set up for eastbound traffic from point A to point E, and he may therefore take the proper steps to move signal W to proceed. Indicator 198 is located at point X and informs the operator at that station as to the condition of the track to the right of point E as explained in connection with indicator 132.

I will now describe the operation of the apparatus as a whole: As shown in the drawing levers 13 and 21 are both in their intermediate positions and signals and Vi and signals IV and IV all indicate stop. Switches K and K are both in their normal or left-hand position and directional relays H and G are therefore all de-energized. As a result each track circuit is supplied with track circuit current from the track transformer connected across its lefthand end and is provided with a track relay connected across its right-hand end. Assuming the stretch of track to be unoccupied track relays R O R R R and O are energized. Track relays R and R are (lo-energized and repeater relays S and S are therefore also de-energized. Relay P is energized in the normal direction and indicator 130 and lock 27 of switch K are therefore energized. Similarly relay P is energized and lock 27 of switch K and indicator 196 are energized. The remaining indicators 19'? 132, 131 and 198 all are deenergized.

Since it is understood that each switch K controls its associated portion of track in the same way, I will confine my explanation to the portion of track controlled by switch K I will first assume that the operator at station X desires to permit a westbound train to proceed past signal N He first clears signal W by moving lever 13 into its right-hand position. The train now oroceeds past signal JV and re ceives a proceed indication since the track is supplied with track circuit current from transformer M and with local current fron'i transformer T over front contact 186 of relay R As the train proceeds successively through sections DE and C---D the proceed indication received on the train is continued. Assuming that signal IV still indicates stop section BC is supplied with track circuit current from transformer M and with local current of reverse relative polarity between impedances 7 and 5 through transformer T but with no local current between point B and impedance As the train passes point C therefore a caution indication will be received on the train Which indication will persist till the train passes impedance 5 at which point the indication of the train will change to stop. If, now the operator at station Y clears signal N the train is permitted to proceed as explained, in connection with signal W I will now assume that the train passes into section DE and stops, and that a second train passes signal IV The presence of the train in section DE does not affect the supply of the track circuit current to section E-F but the de-energization of relay R- by this train opens the local circuit for section EF and the following train therefore receives a stop indication as soon as it enters section EF.

I will next assume that a train enters section CD and stops. A. second train moving from east to west will receive a proceed indication throughout section IEI?. but relay R now connected with section C I), is deenergized by the train occupying that section and hence local current of rev relatiix. polarity is being supplied to section D-F between impedances 5 and 7. As soon as the second train enters section DE, the reversal of the local current. causes the train to receive a caution incication. which changes to a stop indication as the train passes impedance 5.

In explaining the operation of the apparatus when trains moving through the stretch in a direction contrary to the direction in which the route is set up, I will assume the apparatus to be in the condition illustrated in the drawing. If new a train moving from west to east attempts to pass signal IV at stop and enters section A the local circuit for section AB will be broken at contact 200 of track relay R and the supply of track circuit current to the train carried governing apparatns will be interrupted as soon as the train passes the point of connection of transformer M The train therefore receives a stop indication. 1n :1 similar manner as the train passes successively through sections (7-4), D E, etc. the supply of track circuit current to the governing apparatus of track ClSll'i* ()1'1l'l1' is lterrupted as soon as the tr in passes point of connection of such transformer. The train therefore rece ves a stop indication throughout the stretch of track shown in the drawing.

If the route is set up for we ound trailer and signal Vi is at proceed ant the opera at X wishes to permit an east-hound train of track between points A. and E being unoccupied, and the signal W being at p, lamp 130 is lighted and the operator may move switch K to its reverse position, lock 27 being energized. The opening of contact 2429 of switch K lmmediately opens the circuit for magnet 27 andswitch K is thus locked in its reverse position. At the same time the closing of contact ct switch X completes the circuit for relay-II" which thereupon becomes energized. The-closing of front contact 39 of relay I-I picks up rclay G which in turn successively picks up relays G G and-II. Under these conditions track circuit current is supplied to each of sections AB, BC, C-D and 13-15 by the track transformer located at=the right hand end of such section and eachsection is provided with a track relay connected. with the left-hand end of the section. Assuming that the stretch of track between point A and point E is unoccupied, track rclev 0 H R and R are energized. The ino-i 131 and lock 27 of switch K are now 0 ergized and switch K unlocked. llhe energization of relay R closes the circuit for indicator 132 which becomes lighted to inform the operator at station Y that he may clear signal V The operator therefore moves lever 21 into its left-hand position thus" T! 203 and 204 now supply local current o l normal relative polarity to the section-attire left of A. .It now a train moving om west to east enters the stretch of track shovm in the drawing it receives a proceed indication in the section to theleft of A. As this-train enters section AB it is supplied with track circuit current from transformer M and with local current of normal relative polarity from transformer T The proceed-indication hence continues to be received by the train as it passes through section l t- B In a similar manner the train receives apro,- ceed indication as it passes successively through sections BC and C-D: Assuming that signal W is still-at stop, relay S is de-energized, the circuit for this relay being opened at contact 73-7-2 operated by signalV and local current of reverse relative polarity is supplied to section D-Ebetween impedances 4: and 6, but no local current is supplied to this section between impedance 6 and point E. the train enters section D E it receives a caution indication which changes to a stop indication as no train passes impedance 6. It now signal V? is moved to the proceed position the train is permitted to proceed past this signal as explained in connection with al W The operation of the apparatus for following trains and for movements of traflic in opposition to the direction in which the route is set up will be understood from the description of eastbound trafiic moves without further explanation.

e If the track is'unoccupied and it is desired to return the apparatus to the normal condition, it-may be accomplished by moving signal W to stop thereby completing at contact l00-101 thereof a circuit for relay I over which current of-reverse relative polarity is supplied to winding 46 from transformer L. Relay P is therefore energized in the reverse direction and the circuit is closed for lock 27 through lever 2d and con tact 30 of switch K and reverse-point of contact 121 of relay P. The apparatus may then'be returned t'o normal by the return of switch K' to its normal-position.

v It should be particularly pointed out that with the arrangement of circuits here shown, each switch K is locked in positionexcept when the polarized relay associated-there with is energized inthe proper direction.

Although I have herein shown and described only one form and arrangement of railway trafiic controlling apparatus embodying my invention, it is understood that various changes and' modifications may be made therein within the scope of the appended claims without departing trom' the spirit and scope of my invention.

Having thus described my invention, what I claim is: p

1. In combination, a stretch of railway track, a relay responsive to the relative polarity of the current supplied thereto, a switch,means controlled by said switch for governing the direction of trafl ic over said stretch and for supplying current of one relativepolarity'orthe other to said relay in accordance with the condition of the switch,

and locking means for said switch controlled by said relay.

2; In combination, two successive sections of railwaytrack, a track relay, a directional relay for at times connecting said track relay fit at times connecting said track relay with the rails of said section, a polarized relay, means controlled by said polarized relay for operating said directional relay, a second directional relay controlled by the first said directional relay, and means controlled by said two directional relays and by said track relay for supplying current of one relative polarity or the other to said polarized relay.

5. In combination, two successive sections of railway track, a first and a second directional relay, a track relay arranged to be connected with the rails adjacent one end or the other of one said section in accordance with the condition of said directional relays, a second track relay arranged to be at times connected with the rails of the second said section, a switch for controlling said dir ctional relays, a polarized relay controlled by said two directional relays and said track relays, and locking means for said switch controlled by said polarized relay.

6. In combination, a stretch of railway track, a series of directional relays for gov erning trafiic over said stretch, a switch for energizing the first said relay, means for energizing each of the remaining relays when the preceding relay becomes energized, a polarized relay, means controlled by the last relay in said series for supplying said polarized relay with current of one direction or the other, and locking means for said switch controlled by said polarized relay.

7. In combination, astretch of railway track, a series of directional relays for goveruing trafiic over said stretch, a switch for energizing the first said relay, means for energizing each of the remaining relays when the preceding relay becomes energized, traclr. relays for said stretch, a polarized relay, means controlled by the last relay in said series and by said track relays for supplying said polarized relay with current of one polarity or the other, and locking means for said switch controlled by said polarized relay.

8. In combination, a stretch of railway track divided into a plurality of successive sections, a series of directional relays, means for controlling each relay except the first by the next adjacent relay of the series, a switch for controlling the first relay of said series, a polarized relay, means controlled by the last relay of said series for suppl ing such polarized relay with current of or relative polarity or the other, and locking means for said switch controlled by said polarized relay.

9. In combination, a stretch of railway track divided into a plurality 07f successive sections, a plurality of track relays, a series of directional relays for supplying track circuit current to the right hand end or each section and for connecting a track rela with the left-hand end of each section when said directional relays are energized and for supplying tracl: circuit current to the lefthand end of each section and for connecting a tracl: relay with the right-hand end of each section when said directional relays are de-energized, means for controlling each directional relay except the first in said series by the adjacent relay of the s ries, a switch for controlling the first relay or the series, traflic governing means for each section controlled by the associated track relay, and locking means for said switch controlled by said track relays.

10. In combination, a stretch or railway track divided into a plurality oi successive sections, a plurality of track relays, a series of directional relays for supplying track circuit current to the right-hand end or each section and for connecting a track relay with the left-hand end of each section when said directional relays are energized and for supplying track circuit current to the left-hand end of each section and for connecting a track relay with the right-hand end of each section when said directional relays are deenergized, means for controlling each directional relay except the first in said series by the adjacent relay of the series, a switch for controlling the relay of the series, traffie governing means for each section controlled, by the associated tracl: relays, and locking means for said switch controlled by said track relays and by certain of said directional relays.

11. In combination, a stretch of railway track divided into a plurality oi? successive sections, a plurality oi track relays, a series of directional relays for supplying track circuit current to the right-hand end of each section and for connecting a track relay with the left-hand end of each section when said directional relays are energized and. for supplying track circuit current to the left-hand end of each section and for connecting a track relay with the right-hand end 01 each section when said directional relays are deenergized, means for controlling each directional relay except the first in said series by the adjacent relay of the series, a switch for controlling the first relay of the series, traific governing means for each section controlled by the assoeiated track relays, and

' saidswitch controlled by locking nier' and oy the last directional said tracl; r relay or" s 12. In combination, a stretch of railway track divided into a plurality of successive sections, a plurality of track relays, a series of directional relays for supplying track circuit current to the right hand end of each section and for connecting a track relay with the left-hand end of each section when said directional relays are energized and for supplying track circuit current to the left-hand. end of each section and for connecting a track relay with the right-hand end of each section when said directional relays are deenergized, means for controlling each directional rela except the first in said series by the adjacent relay ot' the series, a switch for controlling the first relay of the series, traffie governing means for each section controlled by the associated track relays, a polarized relay controlled by said track relay and by the-last relay in said series, and locking means for said switch controlled by said polarized relay.

13. In combination, a stretch of railway track divided into a plurality of successive sections, a plurality of track relays, a series of directional relays for supplying track circuit current to the right-hand end of each section and for connecting a track relay with the left-hand end of each section when said directional relays are energized and for supplying traok circuit current to the left-hand end of each section and for connecting a track relay with the right-hand end of each section when said directional relays are deenergized, means for controlling each directional relay except the first in said series by the adjacent relay of the series, a switch for controlling the first relay ot the series, traflic governing means for each section con trolled by the associated, track relays, an indicator responsive to the conditioner said directional relays, and locking means for said switch controlled in accordance with the condition of said indicator.

1%. In combination, a stretch of railway track CllTldGCl into a plurality of successive scctions, signals for controlling trafiic in both directions over said stretch, a plurality of track relays, a series of directional relays ior supplying track circuit current to the righthand end of each section and for connecting a track relay with the lefthand end of each section when said directional relays are energized and for supplying track trolled by the associated track relays, and

locking means for said switch controlled by said track relays and by said signals.

15. In combination, a stretch of railway track divided into -a plurality of successive sections, signals for controlling traific in both directions'over said stretch, a' plurality of track relays, a series of directional relays for supplying track circuit current to the right-hand end of each section and for connectingv a track relay with the lefthand end of each section when said directional relays are energized and for supplying track circuit current'to the left-hand end 01 each section and for connecting a track relay with the right-hand end of each section when said directional relays are de-energized, means for controlling each directional relay except the first in said series by the adjacent relay ot the series, a switch for controlling the first relay of the series, trafiic governing meanstor each section controlled by the associated track relays, locking means for said switch controlled by said track relays, and means for further lockingsaid switch when any of said signals are not'in the stop position.

16. In combination, a section of railway track, a directional relay for each end of said section, selector means for controlling said relays, a track relay connected with the rails in advance of said section, and means controlled by said directional relays and by said track relay for at times supplying local current of one relative polarity to the rails of the entire section and for at other times supplying local current- 01": the other relative polarity to the rails of a portion only of said section.

17. In combination, a section of railway track, a directional relay for each end of said section, selector means for controlling said relays, a track relay connected with the rails in advance of said section, means controlled by said directional relays and by said track relay for supplying local current to said section, a polarized relay controlled by said directional relay and said track relay, and locking means for said selector means controlled by said polarized relay.

18. In combination, two sections of rail way track, a track relay, a directional relay for connecting said relay with one end or the other of said sections according as the directional relay is energized or de-energized, selector means for controlling said directional relay, and a local circuit for each said section controlled by said directional relay and by said track relay.

19. In combination, an east, a middle, and

a west section of railway track, two track relays, a directional relay arranged when energized to connect one said track relay with said east section, and when de-energized to con nect the one said track relay with one end of the middle section, a second directional relay arranged when energized to connect the second said track relay with the other end of said middle section and when de-energized to connect the second track relay with said Westsection, a switch for controlling said directional relays, and means con trolled by said directional relays and said track relays for supplying local current to said middle section.

20. In combination, a stretch of railway track divided into a plurality of successive sections, a series of directional relays one located adjacent the junction of each two sections, local circuits for each section controlled in part by the associated traific di 1 ctional relay, a switch for controlling said directional relays, a polarized relay controlled by said directional relays, and locking means for said switch controlled by said polarized relay.

In testimony whereof I afiix niy signature.

RONALD A. MOCANN. 

